Electric traction of railway-trains.



Patented Sept. 26, I899.

0. H. E. KASELOWSKY.

ELECTRIC TRACTION 0F RAILWAY TRAINS.

(Application filed July 1, 1898.)

4 Sheets-Sheet I,

(No Model.)

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No. 633,594. Patented Sept. 26, I899. 0. H. E. KASELOWSKY.

ELECTRIC TRACTION 0F RAILWAY TRAINS.

(Application filed July 1, 1898.) 9N0 Model.) 4 ShaetsSheet 3.

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Patented Sept. 26, I899. 0. H. E. KASELUWSKY.

ELECTRIC TRACTION 0F RAILWAY TRAINS.

(Applicltidn filed July 1, 1898.)

{No Model.)

4 Sheets-Shut 4.

" UNITED STATES PATENT OFFICE.

OTTO HERRMANN EMIL KASELOYVSKY, OF BERLIN, GERMANY.

ELECTRIC TRACTlON OF RAILWAY-TRAINS.

SPECIFICATION forming part of Letters Patent No. ,594, dated September 26, 1899.

Application filed July 1, 1898. Serial No. 684,950. (No model.)

To all 1071,0177, it may concern.-

Be it known that I, OTTO HERRMANN EMIL KASELOWSKY, director, a subject of the King of Prussia, Emperor of Germany, residing at the city of Berlin, in the Kingdom of Prussia, German Empire, have invented certain new and useful Improvements in the Electric Traction of Railway-Trains, of which the following is a specification.

The present application relates to certain improvements in the electric propulsion of railway-trains in which the electric power is generated upon a traveling station which moves along with the train and is distributed to the motors arranged throughout the whole length of the train. The moving power-station is preferably attached to the end of the train; but the same could equally well be attached to the front of the train without serving to draw the train by means of the couplings, as is the case in the well-known locomotive of Heilmann.

The essential principle of the present invention consists in the special connections between the separate cars, each provided with special motors, and the traveling powerstation on the one hand and a second controlling-station on the other hand, which in general is devised as the main controllingpoint for the conductor of the train and placed at the front thereof, while the travel versa, so that the actuation of the separate motors is only possible in case of the agreement of both controlling-stations Conse quently neither the conductor of the train nor the driver on the moving power-station can proceed against the will of the other; but, on the other hand, each of these two can independently discontinue the operation. As soon as the controller is inserted on the one station so that it touches all contacts the motors of the individual cars can be cut in or connected, as required, in succession by means of the other controller beginning with the head of the train, according to its direction of running. Further, my controlling device is so arranged that the putting together of a train can be carried out without difficulty, even by workmen not electrically instructed, and any desired car can be either independently shut out or placed at any other desired position. Moreover, cars without electromotors can also be interposed without difliculty in the train or the motors of particular cars can be quite disconnected. All cars are provided exactly alike with connections and controllers, and the requisite alterations according to the position of the car in the train are effected by easily-visible controlling devices. Each car receives a strong conducting-cable, which serves as a common conductor, and also a number of return-conductors corresponding to the number of cars, as well as two conductors between which the motor or motors of one and the same car are placed. According as the position of the car in the train is arranged the motors are connected in the first or the second or the third or other return-circuit, while the remaining return-circuits are connected directly from car to car.

In this new arrangement and controlling device there are a number of important technicaladvantages, because on the one hand an actuation is attained both simple and reliable and on the other hand in all cases where a specially great power is requiredas, for instance, on starting, on the ascent of inclines, &c.the whole of the motors can beactuated, whereas when the required speed has been attained or while traveling on a level road or on the descent of inclines the tractive force can be varied according to requirements. Consequently there will always be only so many motors actuated that those actually at work can continuously operate with the most advantageous load. Moreover, this enables the apparatus to be operated at all times with the greatest possible elliciency. The surplus energy which is thus rendered from time to time available in the moving power-station can with particular advantage be collected in asecondary battery placed upon the said moving power-station, as shown in Fig. 3, connected up in parallel with the dynamo, and this collected energy can subsequently be utilized, either together with the power delivered direct from the dynamo or by itself alone. Consequently the maximum load of the dynamo can be very considerably reduced, and at the same time the dynamo maybe utilized very eiliciently. In climbing steep inclines and in passing around curves of small radius the energy stored in the secondary bat tery can be added to the energy produced by the moving power-station, while, on the other hand, when descending inclines and traveling on level roads the dynamo may be partially employed in charging the secondary battery. Further, the secondary battery can be charged while the train is at a standstill; consequently both before the beginning of the journey and also at the separate stations. In consequence of this provision of a collecting-battery considerable distances could he traveled without the necessityof the dynamo working, which is of special advantage, as enabling small repairs and other contingencies during the journey to be provided for. Finally, there is attained the very important advantage that the cars which stand first in the direct-ion of the motion, together with their electromotors, invariably receive current first. This insures that in all cases the front cars are acting as tractioircars, which is necessary to secure a reliable motion free from jerks.

The invention is illustrated in the accompanying drawings, in which Figure l is a view of a railway-train. Fig. 2 is a plan of the same. Fig. is a diagram of the connections and controlling devices, which illustrates the arrangement of the two controlling-points and the connection of the separate conductors with the motors. Fig. at illustrates a special arrangement of the controlling device between motors and conductors in the middle of the car. Fig. 5 showsa similar device at the end of the car. Fig. 6 is an elevation of Fig. Fig. 7 is a view similar to Fig. 3, with one of the controllers in a different position from that shown in Fig.

Figs. 8 and 9 are detail views of contactpiecesandconnecting-bars. Figs. 10, 11, and 12 are detail views representing the battery connections.

The moving power-station is assumed to be at the end of the train, and consists of the car a, supporting the steam-boiler 1), and of the car 0, supporting the steam-engine (Z, and dynamo e. In .the said car 0 there is also placed a secondary battery which when the train is stopped or when inclines are being descended or also when a level road is being traversed can be charged [or the purpose of being utilized on the ascent of inclines, as well as generally for the assistance or replacing of the power ordinarilysupplied from the dynamo. The current is transferred to the separate motors 7r, distributed throughout the whole length of the train. The connecting of the conductors between the separate cars is effected by means of couplings, which are connected in a similar manner to the wellknown tubular couplings. A common cable it delivers the current from the dynamo on the power-station over a resistance a; to a controller, which consists of separate individually insulating contact-pieces f and a connecting-barf, Figs. 8 and 9. The latter can from both sides be so placed with regard to the contacts f that the latter come into connection in series with the cable 7t. On the traveling power-station the dynamo is likewise connected over a resistance to a similar controlling device consisting of the contacts fand the contact-bar f. Between the contacts f of the two controllers are placed the conductors t", '5 i 7:, and t, which are connected between the separate cars by means of the couplings g, g 9 g, and g". in the middle of the car the conductors 11' to t are interrupted by means of two contactelips Z to Z These clips can be connected directly with one another by means of the pieces 'u, so that the conductors provided with the connecting-bars "1) simply pass the current through the respective car.

The motors of each separate car lie between two conductors m m which can be so connected either by means of flexible cables, q, Fig. 3, or by means of suitable controllers, Fig. 4, to any one of the conductors t" to f after removal of the respective bar 0 in such a manner that the motors receive the current. Thus, for instance, in the second car the pieces 1) are in contact with the conductors t" i 2' but the piece 41 is not in contact with the conductor Instead of this the motor-conductors m m are in contact with the terminals Z Z of the second car. In like manner in the fourth car the contactbars '0 are connected to the conductors t", "1?, 11 and 2' and the motor-conductors m m are connected to the terminals Z Z of the fourth car. In this manner the natural serial number of the car in the direction of the train motion determines invariably which pieces '1; must be absent and to which of the conductors 1; to i the motor-conductors are to be connected. In the arrangement shown in Fig. i two simple switches o and p are made use oi, which effect the connection of the motor-conductor in the respective cable after the removal of the respective contact -bar without involving any alteration in the per manent connections of the cable. In the arrangement shown in Figs. 5 and b the conneetions ii to I? proceed uninterrupted through each car and are connected at one end of the car to the terminals 2" to 1-, while the ends olf the cables serving to connect the separate cars are connected to the terminals s to s, placed below the same. The motor connections 1/1 771/ are then again attached to two simple switches, which permit of the cutting in of the motors between each pair of terminals 7" s r s 1" s r s r s". In the second car again there is wanting the respective connectingbar o, and the motor-conductors m m are attached to the terminals 7' 3 In this manner it is possible for any workman, even one not electrically instructed, to effect the proper connections and to arrange the cars in their proper places or also to insert oars without About motors. The numbers 1, 2, 8, 4, and 5 are to be understood, of course, as relating only to the cars provided with motors. In conse quence of the two controlling-points and by the actuation of the two switch-bars f the motors can be cut in and out both from the moving power-station as also from the secondary controlling-station. For the cutting out no agreement is required between the two controlling-points, because by turning the respective mechanism f the motors of the separate cars beginning from the last can be out out. For the cutting in of the motors there is, however, necessary agreement between the two controlling-stations inasmuch as the piece f must already be inserted at the one controlling-point before it is possible to cut in the motors by means of the piece f at the other controlling-point. Consequently it becomes quite impossible for the train to be started from the one or the other controlling-point if the conductor at the second controlling-point is not yet ready to start. The conductor who does not desire the start to take place has only to leave his controlling-bar f unconnected. It is to be observed that with complete connection of the one controller it de-' pends merely upon the position of the other controller how many motors are out in. lVhile in Fig. 3 the switches f of the controllers f are placed so that all motors are cut in, their position in Fig. 7 is such that only the motors ot' the first three cars are connected, while those of the fourth and fifth cars are not cut in. Otherwise Fig. 7 corresponds completely to Fig. 3, and it is evident that by the turn of the switch f in one direction or the other more or less motors can be cut in the circuit.

Figs. 8 and 9 represent the arrangement of the controllers ff. The contacts f'of the five lines are insulated from each other, while the switches f of the controllers are of metal, and hence conductors. Further, it is possible to cut in the motors from the one or from the other controlling-point in such a manner consecutively that the affected motors always are in front in the direction of the motion. Moreover, it is possible according to require ments to use the first or the first two or the first three of the cars for traction, and so on, and thus always to allow the motors to work under the conditions of maximum elficiency no matter in what direction the motion of the train may be. If it is desiredto entirely out out the motors of a car, it is only necessary to insert the respective connecting-bar 'U and to cut out the respective motor connections. Finally, it is possible to insert ordinary cars which are merely provided with the conductors t" to and 7c passing through them.

The accumulator-battery is connected parallel to the dynamo-machine, as shown in Fig. 3. In this connection the current passes into the accumulator-battery at the times when the motors have little work to perform, so that the accumulatorbattery becomes charged. At the time when the motors have more work to perform than the dynamo can supply current flows out from the accumulator-battery into the motor-lines, so that the battery is discharged and the dynamo is aided. The accumulator battery is thus charged or discharges in accordance with the requirements. If it is desired to obtain the possibility that the machine alone or the accumulator-battery alone should supply current or that the dynamo should act alone upon the battery at the stopping of the train this can be readily accomplished by three simple cut-outs or switches X, Y, and Z, Figs. 10, 11, and 12. According to Fig. 10, with the switch Z open the dynamo acts alone upon the motors. According to Fig. 11, with switch Y open the accumulator-battery alone acts upon the motors. According to Fig. 12, with switch X open the dynamo serves only for charging the accumulator-battery while the train stops.

I claim- 1. In combination in a system of electrical propulsion, the motors on the separate cars of the train the controlling devices one at each end of the train for jointly closing the circuit to the motor whereby both controllers need to be adjusted in order to start the train, and upon the independent operation of either controller the train will be stopped, a power-station carried on the train, a common return-conductor and a separate line for each car which passes from the controller at one end of the train to .that at the other, substantially as described.

2. In combination, the moving power-station on the train, the motors on the separate cars of the train, the two controlling apparatuses in the circuits leading to the motors, said controllers being dependent, the one upon the other, for closing the circuits to the motors, means whereby any car with its motor may be cut out or inserted, a power-station carried 011 the train, a common returnconductor and a separate line for each car which passes from the controller at one end of the train to that at the other, substantially as described.

3. In combination, the moving power-station on the train, the cars having motors, the common conductor 7;, the series of conductors t, i 1 f, between the cars having couplings and having also the contact-bars r by which the circuit through the cars maybe completed or upon their removal the circuit may be completed through the motors, and the controllers comprising the bars f and the contacts f, said controllers being arranged at different parts of the train and adapted by their similar adjustment of moving or stopping the train, substantially as described.

In witness whereof I have hereunto set my hand in presence of two witnesses.

OTTO HERRMANN ElllIL KASELOWSKY.

Witnesses:

W. HAUPT, O. H. DAY. 

